ENS 006 Nakamura

MRJ Features and Navigation Perspective
February 19, 2013
Information in this report is PROPRIETARY to

Mitsubishi Aircraft Corp.
This report must not be reproduced or distributed
in whole or in part to a third party without
prior express permission in writing from
Mitsubishi Aircraft Corp.
NAM02295 -1-
Contents
General Specification
Key Features
Operation Target
Avionics System
Program Status
MITSUBISHI AIRCRAFT CORP. PROPRIETARY NAM02295 -2-

Principal Characteristics
MRJ Family
Benefits of Commonality - Same Pilot Type Rating
- Same Engines
- Same Maintenance Program
- Same Spare Parts
MRJ100X (Plan)
100 seats
Commonality
MRJ90
92 seats
Commonality
MRJ70
78 seats

General Arrangement - MRJ90
11.0 m / 36.2 ft
29.2 m / 95.9 ft
35.8 m / 117.4 ft
10.5 m / 34.4 ft
14.0 m / 45.9 ft
5.3 m / 17.5 ft
Principal Characteristics - MRJ90
MRJ90STD MRJ90ER MRJ90LR
Passengers 92 (Typical single class)
Cargo compartments m3 (ft3) 18.2 (644)
Engine PurePower PW1217G Engine
Thrust kN (lb) 78.2 (17,600) x 2
Maximum takeoff weight kg (lb) 39,600 (87,303) 40,995 (90,378) 42,800 (94,358)
Maximum landing weight kg (lb) 38,000 (83,776) 38,000 (83,776) 38,000 (83,776)
Maximum zero-fuel weight kg (lb) 36,150 (79,697) 36,150 (79,697) 36,150 (79,697)
Operational empty weight kg (lb) 25,100 (55,336) 25,100 (55,336) 25,100 (55,336)
Fuel capacity lit. (USG) 12,100 (3,200) 12,100 (3,200) 12,100 (3,200)
Range * @92PAX x 102kg (225lb) km (nm) 1,670 (900) 2,400 (1,290) 3,310 (1,780)
Maximum operating mach number M 0.78 M 0.78 M 0.78
Maximum operating altitude m (ft) 11,900 (39,000) 11,900 (39,000) 11,900 (39,000)
Takeoff field length (MTOW, SL, ISA) m (ft) 1,490 (4,890) 1,600 (5,250) 1,740 (5,710)
Landing field length (MLW, Dry) m (ft) 1,480 (4,860) 1,480 (4,860) 1,480 (4,860)
Approach speed (MLW) km/h (kt) 252 (136) 252 (136) 252 (136)
NOT include Unusable Fuel

* ISA, No Wind, LRC, Alternate 200nm

Performance
Range Capability from DENVER
MRJ90 Edmonton
Seattle Ottawa
MRJ70 New York

DENVER Washington
San Francisco
Los Angeles
Houston
Miami
Mexico City
ISA, 85% Annual Wind, LRC @37,000ft, Alternate 200nm

Payload : MRJ90 92PAX X 102kg (225lb), MRJ70 78PAX X 102kg (225lb)

Contents
Key Features
Operation Target
Avionics System
Program Status

Key Concept
Environment
Lowest Fuel Burn,
Noise, Emissions
Game-Changing Engine
Advanced Aerodynamics
Passengers Airlines
Most Comfortable Most Efficient
Cabin Aircraft
Passenger-Oriented Cabin
New Comfotatable Seat Human-Centered Flight Deck
Composite Structure

Key Features
Four State-of-the Art Key Technologies
Designed for lower fuel burn, noise and emission with
state-of-the art technologies available
Engine PurePower PW1000G Structure

&
Materials
Composite
Aerodynamics Advanced CFD Design Systems FBW Technology

Key Features - Environment
Environment
Lowest Fuel Burn,
Noise, Emissions
Passengers Airlines
Cabin Aircraft
New Slim Seat featuring Human-Centered Flight Deck
3D-Net Fabric Composite Structure
MITSUBISHI AIRCRAFT CORP. PROPRIETARY NAM02295 - 10 -

Quietest Regional Jet
Quietest in its class

RJ A
CRJ700 RJ B
CRJ900 RJ D
EMB170 RJ E
EMB190 MRJ70
MRJ70 MRJ90
MRJ90
0
Cumulative
Quieter
Margin 16.8
19.0
to Chapter 4 10
(EPNdB) Assumed upcoming noise standard
15
20 Ver. 2.0

Significant Noise Reduction
MRJ90 noise footprint 52% smaller versus RJ E
Airlines can take advantage of lower community noise:
- Lower noise charges
- Extending operations into noise-related curfews
- Operational savings by avoiding noise abatement flight tracks
- Taxi time shortened by using preferred runways
RJ E MRJ90
85 dBA 85 dBA
80 dBA 80 dBA
75 dBA 75 dBA
70 dBA 70 dBA
Flight Path Flight Path
* Mitsubishi Aircraft Estimation at Schiphol Airport (AMS)

Most Environmentally Friendly
Greenest in class & meeting future environmental requirements

RJ B
RJ E
MRJ (PW1000G)
ICAO CAEP/6 Requirements

100%
80% 50% 70% 85% 75%
Characteristic 60%
% of
reg. limit.
40%
20%
0%
NOx CO HC Smoke

Significantly Lower CO2 Emissions
Lower CO2 emissions mean:
- Contributing to preventing global warming
- CO2 trading cost benefits
- Enhancing corporate value
20,000
Less than
20%
15,000
CO2 Emission
[t. / year / aircraft]
10,000
RJ E
MRJ90
5,000
*Mitsubishi Aircraft estimation, 500nm Trip, 2,200 cycle/year

Key Features - Airlines
Environment
Lowest Fuel Burn,
Noise, Emissions
Passengers Airlines
Most Efficient
Most Comfortable
Aircraft
Cabin Game-Changing Engine
Passenger-Oriented Cabin Advanced Aerodynamics
New Slim Seat featuring Composite Structure
3D-Net Fabric Future CNS/ATM
environment suite

Game Changing Fuel Efficiency
MRJ will significantly reduce fuel consumption compared to current RJs.
40%
30%
Current RJs
20%
Block Fuel / Seat MRJ70

10%
MRJ90
0%
MRJ
-10% EC ver4.0
-10% 0% 10% 20% 30% 40% 50%

Block Fuel / Trip
* Mitsubishi Aircraft Estimation, Single Class Typical Seat, LRC, 500nm Trip

Contributors to Block Fuel Reduction
500nm Trip
+30%
+20%
Block Fuel / Trip
+10%
Base
Advanced
MRJ90 New Engine Efficient RJ E
Aerodynamics
(92) Fuselage Dia. (100)
&
Composite Tail
* Mitsubishi Aircraft estimation

Key Features - Passengers
Environment
Lowest Fuel Burn,
Noise, Emissions
Passengers Airlines
Cabin Aircraft
New Slim Seat featuring Human-Centered Flight Deck
3D-Net Fabric Composite Structure

Most Spacious Room At Window Seat
Seat width Head clearance to side wall
MRJ70/90
MRJ70/90 More side wall space, MRJ70/90
MRJ70/90
more shoulder room.
A320 A320
737 737
EMB170/190
RJ D/E RJ D/E
EMB170/190
CRJ700/900
RJ A/B RJ A/B
CRJ700/900
in in
15 16 17 18 19 3 4 5 6 7
Arm clearance to side wall Shoulder clearance to side wall
MRJ70/90
MRJ70/90 MRJ70/90
MRJ70/90
A320 A320
737 737
EMB170/190
RJ D/E EMB170/190
RJ D/E
CRJ700/900
RJ A/B CRJ700/900
RJ A/B
in in
10 11 12 13 14 9 10 11 12 13

Cargo Compartment
Cargo Compartment
MRJ can accommodate 106 checked-in bags
MRJ70/90
AFT Cargo
Volume: 644ft3(18.2m3)
106 bags* can be loaded
*Bag size (cm): 79Lx 53Wx 28H

Contents
Key Features
Operation Target
Avionics System
Program Status

Implementation Plan
Fitting To New CNS/ATM Environment
Airlines said:
Understand benefit of new CNS/ATM technologies, but
Our business is very sensitive to cost vs. benefit in nature
Retrofitting is too costly than expected benefit
Introduction of new aircraft is better solution than

retrofitting additional function one by one to the legacy aircraft
Airlines Expect:
New aircraft equip all possible foreseen function
for new ATM
MITSUBISHI AIRCRAFT CORP. PROPRIETARY

Implementation Plan
Data Communication
Year 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
MRJ ATN Baseline 1 (Continental)
Japan FANS 1/A (ACARS, Oceanic) FANS 1/A (Continental)
FANS 1/A (ACARS, Oceanic) FANS 1/A+ (VDL mode 2, Continental)
AC 20-140A AC 120-70B AC 20-140B & AC 120-70C

USA
TSO-C160a
ATN Baseline 1 (Continental)
Europe AMC 20-11 Forward Fit Special Condition on Retro Fit

ATN Baseline 1
Equipage Mandate

Implementation Plan
Navigation
Year 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
RNP10/RNAV5/RNAV2&1/Basic-RNP1/RNP APCH
MRJ SBAS LPV
RNP AR
Before 2008: RNP10/RNAV5/RNAV2&1

RNP APCH Basic-RNP1 RNP AR
Japan RNP4
SBAS LPV? GBAS?
Before 2008: RNP10/RNP4/RNAV2&1/RNP AR
RNP APCH/Basic-RNP1 Trajectory Operations

AC 90-105 AC 90-107
USA
SBAS LPV (3,055 procedures as of Feb/2013)
AC 20-138B AC 20-138C
GBAS
Before 2008: RNP10/B-RNAV/P-RNAV
RNP AR/RNP APCH

AMC 20-26 AMC 20-28
Europe
AMC 20-27 SBAS LPV (42 procedures as of Jan/2013)
GBAS

Implementation Plan
Navigation
Guidance
Navigation
Japan (JCAB) USA (FAA) Europe (EASA/JAA)
Permission Standard and Check Procedure AC 20-130A*

RNAV/RNP Operations
for RNAV operation AC 20-138A*
- RNAV 10 (RNP 10) - Appendix 1 Order 8400.12B EASA AMC 20-12
- RNAV 5 (B-RNAV) - Appendix 2 AC 90-96A EASA AMC 20-4
- RNAV 2 - Appendix 3 AC 90-100A
AC 90-96A
- RNAV 1 (P-RNAV) - Appendix 3 and 4 JAA TGL 10 Rev. 1
AC 90-100A
- Basic-RNP 1 - Appendix 7 AC 90-105
- RNP APCH - Appendix 5 AC 90-105 EASA AMC 20-27
LPV AC 20-138A* EASA CRI F-18
Operational Standard for Baro-VNAV AC 20-129*

Baro-VNAV EASA AMC 20-27
approach AC 90-105
Approval Standard for the use of VNAV

VNAV for Non-Precision Approach function by FMS equipment under non AC 20-129*
precision approach
Operational Standard for the use of GPS AC 20-130A*

GPS Operations under IFR EASA AMC 20-5
when flying under Instrument Flight Rules AC 20-138A*
* Application of AC 20-138B is under consideration.

Implementation Plan
Surveillance
Year 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
ADS-B out (DO-260A)

MRJ
Upgrade to DO-260B will be available.
Japan ADS-B out?
ADS-B out (DO-260B) for NRA & RAD

TSO-C166b AC 20-165 AC 90-114 AC 20-165A All Operator
USA
ADS-B in
ADS-B out (DO-260) for NRA ADS-B out (DO-260B) for NRA & RAD
Europe AMC 20-24 CS-ACNS Forward Fit Retro Fit
ADS-B out (DO-260) for NRA

Canada
(Hudson Bay) Final ADS-B out Rule Between FL350 and FL400
ADS-B out (DO-260) for NRA

Australia Final ADS-B out Rule At or above FL290
Equipage Mandate

Contents
Key Features
Operation Target
Avionics System
Program Status

Avionics System
Avionics & Flight Deck Concept
Suite for Next Generation of regional aircraft operations:

Future CNS/ATM Environment
- Data link, RNP, Required Time of Arrival, ADS-B, etc.
Improvement for Situation Awareness

- Higher integration of display information; Aircraft Sensor
Information and ATM Data
- User friendly operation and graphical display to reduce
human error
leading to Higher level of flight safety
Large Landscape Displays
Graphical Flight Planning/Cursor Control
Vertical Profile Display
Overlaid information on MAP/PFD
Flight Deck
Other Avionics & Flight Decks
RJ A/B MRJ
Pro Line FusionTM: 2010s technology
Four 15.1 inch Large Landscape LCD
Lower LRU count

Higher Situational Awareness
To overlay Navigation and ATM information on MAP
To overlay Sensor information(TAWS,Windshear etc.) on PFD
RJ D/E

Avionics System
Our Avionics system which including Adaptive Flight Display, CNS system and others
are based on Pro Line Fusion developed and TSO-certified by Rockwell Collins.
Avionics system based four large landscape LCD displays operation:

Outer panels: Flight Task Indications . Its display integrated on two outboard
displays which consist ADI, HIS, EICAS etc.
Inner panels: Mission Task Indications (i.e. MAP, ROUTE window, RADIO TUNE,
FMS, CHECK- LIST etc.)
Display Control Panel

Adaptive Flight Display
Standby Instrument
Multifunction Multifunction
Keyboard Panel Keyboard Panel
Cursor Control Panel

Reversion Switch Panel

Avionics System
MFW (Multi Function Windows)
MFW enables:
COM/NAV Tune
ACARS, CPDLC
Map
Route Cursor
Control
Vertical Situational Display
FMS Keyboard
System (Synoptic) Pages
Electronic Checklist
Video Surveillance, etc.

FMS (Flight Management System)
FMS integrates all navigation functions and has the
capability to control RNAV/RNP and SBAS (WAAS)
operations to suit the next generation CNS/ATM
environment.
VSD (Vertical Situation Display), large map used by

GFP (Graphical Flight Planning) and Route Window
which displaying flight plan progress on real time, these
window contribute to a higher level of situational
awareness.
ARRIVAL DIALOGBOX
MAP
RW22L
MSG
VSD
ROUTE RADIO TUNE ICDU
MFW (Multi Function Windows) - i.e. FMS ICDU
With CCP and MKP, avionics system function operations are possible via windows on MFW.
This functionality ensures simple pilot action and enhances situational awareness; moreover,
these benefits lead to safe and efficient flight operations.
10 ICDU pages, 1 Route Windows
& 35 Dialog Boxes for advanced setting
Over 90 CDU/ MFD text pages

without GFP Capability on MAP FLIGHT ROUTE WINDOW
INDEX
menu
ICDU
Legacy style FMS CDU CCP MKP DIALOG BOX

Flight Route Window

Contents
Key Features
Operation Target
Avionics System
Program Status

Program Status
Major Milestones
Mar 2008 Launch
Apr 2008 Mitsubishi Aircraft Corporation Commenced Operation
Apr 2009 PDR (Preliminary Design Review)
Sep 2010 CDR (Critical Design Review)
Sep 2010 First Metal-Cutting Production Commenced
Apr 2011 First Riveting Assembly Work Commenced
Apr 2012 PW1217G Engine Test Flight Commenced
2013 First Flight
2015 First Delivery

Mitsubishi Regional Jet, an advanced concept and prominent technologies
from Japan for the skies of the world.
http://www.mrj-japan.com/

SBAS Approach Specification
Currently, MRJ will have RNP APCH (with Baro-VNAV) and SBAS (WAAS) LPV
capability in the Basic Specification.
Both features are categorized in Approach Procedure with Vertical Guidance (APV)
which is capable of Vertical Guidance even though it is Lateral Guidance.
LPV is not Precision Approach (ILS, MLS, etc.) and is base on a RNP concept; however,
it is capable of accuracy greater than 40m for Vertical Guidance.
RNP APCH SBAS (WAAS)

Approach Type
(w/Baro-VNAV) LPV
FAA Guidance AC90-105 AC20-138B
Concept RNP concept Non-RNP concept
Flight Lateral Based on GPS Based on GPS
Guidance Vertical Based on baro-altitude info. with SBAS (WAAS, etc.)
Horizontal Alert Limit 0.3 NM
40m
(HAL) (556m)
Vertical Guidance YES YES
RF Leg N/A* N/A
*On MRJ, "RF Leg" can be used without approach phase.

Back Up Slides

Flight Deck
Latest Avionics Technology
Latest avionics technology enhances safety, maintainability, economical operations

Engine
PurePower PW1217G Engine Architecture
Composite
fan case
High efficiency advanced HPT:
advanced aerodynamics
Very high bypass, advanced sealing
light weight fan TALON X advanced cooling
combustor durability technologies
Fan Drive 2-stage, Advanced technology HPC: 3-stage,

Gear System high-speed 8-stage design high-speed
(FDGS) LPC advanced aerodynamics LPT
Comprehensive suite of technologies much more than just the gear

Avionics System
Cost-Effective System Architecture
Integrated Modular Avionics enables:
Advanced performance throughout life cycle
Easy upgrades or modifications

- Replacement of separate modules
- Simple software downloads
Low costs to enhance capabilities

FMS
Function
Module TAWS Replaceable
Cabinet Modules
New
Function

Program Status
Major Partners
Industry-leading partners working with us.
Electrical Power, Air Management, APU,
Engine Fire Protection Avionics
Incl. Flight Control Computer
Landing Gear Slats, flaps,

belly fairing,
rudder,
elevator
Sumitomo Precision Product AIDC
Hydraulic System Passenger, service

and cargo doors
Pylon Main Structure

Flight Deck Payload Systems
Final Assembly Flight Control Actuator

Avionics System Structure & BUSs
Display system consists of four large 15.1 LCD, a dual-channel DMC (Data Concentrator Unit
Module Cabinet) which interfaces with other systems, and two IPCs (Integrated Processing
Cabinet) which provide the switching hub function for ARINC 664 databus.
Displays, IPC and DMC are connected with avionics high speed databus (ARINC 664). Other
devices (navigation sensors, air data sensors, engine (FADEC), hydraulic system etc.) are
connected to DMC via ARINC429.
Digital Flight Data Recorder DFDR is connected via ARINC717
Solid state type recorder: Minimum recording time 25hr, Recording rate 512WPS*
DFDR complies with the latest FAA 14 CFR amendment, and is installed separately
from CVR. *WPS - Words Per Second
ARINC429 ARINC429 Wireless

LAN
ATA 34 IPC-L IPC-R ATA 34
Sensors-L Sensors-R
IMS
ARINC664
ARINC429 ARINC429
ARINC717
DFDR DMC
ATA XX
ATA XX Ach Bch Aircraft
ARINC429/Discrete/Analog ARINC429/Discrete/Analog
Aircraft Systems-R
Systems-L

Supplemental Remarks for Cat III
CatIII operation available via flight director guidance, etc.
Once basic T/C is achieved, aircraft characteristics will be reflected in the

flight simulator (a process that takes approximately one (1) year). Auto land
capability is planned to be offered as an option in 2016 or later if customer
commitments are received by 2011.

Performance
Range Capability from HONG KONG
Ulaanbaatar
Harbin
Beijing
MRJ90 Seoul
Lhasa Chengdu Shanghai

MRJ70
Dhaka Taipei
HONG KONG
Bangkok Manila
Ho Chi Minh City
Singapore


Performance
Range Capability from PARIS
Reykjavik
MRJ90
Oslo Moscow
MRJ70 Warsaw Kiev

London
PARIS Bucharest
Ankara
Lisbon Athens
Algiers
Rabat


Avionics Components
DCP Flight Control Panel DCP
WX-1000
FADEC FADEC
Aircraft MKP Aircraft

MKP
System System
s s
XMWR CCP RSP CCP
Sensors Sensors
VHF 4000 IPS VHF 4000

DMC RDC
IPS
DME 4000 DME 4000

ALT 4000
ALT 4000
IMS
GPS 4000S RIU 4110 ACP RIU 4110 GPS 4000S

ACP
Whats not shown:

3rd ACP
3rd VHF
TDR-94D SAT
NAV 4500 / 4000 HF 9031A RTA 4118 TSS 4100 HST NAV 4500
Display Arrangement
Integrate Flight Task Indications to pilots front display
PFD
Engine Indication (not conventional center position)
CAS window
Primary Radio Tune window
Pilot can obtain all essential flight information through this single display.
Minimize eye movements.
Enhance the situation
awareness, Improve the
pilot workload.
Engine
PFD
CAS
Primary Radio
Tune

Display Arrangement
Integrate Mission Task Indications to inboard display
Multifunction windows:
MAP
ROUTE
RADIO TUNE
CHECKLIST
FMS ICDU, etc
Radio CHECKLIST
Tune
M ROUTE ACT SEC 1/2^^

FMS1 - - - - - - - - - - ACT FPLN
VIA FPLN TO RJNA ORIG RW16
MORI Z1. LHE LHE
V17 WESTN
WESTN. KZESOU MI CKY
I LS Z 34L RW34L
MISSED APPROACH PQE

----- -----
ROUTE MAP
MSG
^^
DTG ETA FUEL (LB)
RJTT
^^
DEST 230 22:55 +00 5810 + 00
ALTN RJAA 272 23:11 +00 4590 + 00
DEST2 -- --
DEST3 -- --
DEST4 -- --
COPY TO SEC OFFSET - --. - NM
AUTO SEQ INHB I DX MSG ARRI VALS

What Category of LPV?
Approach Procedure with Vertical Guidance (APV)
As per ICAO Annex 6 Part 1, APV is one of Instrument Approach Procedures (IAPs) and includes RNP
APCH w/ Baro-VNAV, RNP SAAAR, WAAS LPV, etc.
ICAO goal is to implement APV by 2016, either as the primary approach, or as a back-up for precision
approaches.
LPV is not necessary for ground infrastructure (ILS, MLS, etc.). It is fully suited for regional jet operations.
Instrument Approach Lateral Vertical
Example
Classification Guidance Guidance
LOC, LOC BCRS
VOR, VOR/DME
NDB
Non-Precision Approach Yes No. ASR
PAR
RNP APCH
Instrument (LNAV only), etc.
Approach
Yes, but it doesnt - RNP APCH w/ Baro-
Procedure Approach Procedure
meet the VNAV
(IAP) with Vertical Guidance Yes
requirements for - WAAS LPV
(APV)
precision approach (-RNP SAAAR), etc.
CAT I
CAT II
Yes, with minima as - ILS
Precision
CAT IIIA Yes determined by each - MLS
Approach
category. - GBAS CAT I, etc.
CAT IIIB
CAT IIIC

SBAS Approach Specification
WAAS LPV (Localizer Performance with Vertical Guidance)
- More Accurate
Horizontal Alert Limit: RNP 0.1 (186m) > WAAS LPV (40m)
- Improved Low Visibility Operations

Minima: Usually RNP APCH, (RNP SAAAR) > WAAS LPV
RNP APCH RNP SAAAR* SBAS (WAAS)
Approach Type
(w/ Baro-VNAV) *Not for MRJ LPV
FAA Guidance AC90-105 AC90-101 AC20-138B

Concept RNP concept Non-RNP concept
Flight Lateral Based on GPS Based on GPS

Guidance Vertical Based on baro-altitude info. with SBAS(WAAS etc.)
Horizontal Alert Limit 0.3 NM 0.1 - 0.3 NM

40m
(HAL) (556m) (186-556m)
Vertical Guidance YES YES YES
RF Leg N/A Available N/A

4-1. Washington (Dulles) RWY 19C
Lower minima is applicable for WAAS LPV.
WAAS LPV
RNP APCH RNP SAAAR
w/ Baro-VNAV

Passenger-Oriented Design
Largest cabin space in class
RJ D/E MRJ70/90 RJ A/B

Largest O/H Bin in class
80 in
79 in 74.7 in
18.5 in 17.3 in
18.25 in
132 in 116.5 in 106 in

19.75 in 18 in 16 in
108.5 in 100.5 in
116.5 in 106.0 in
108.0 in
118.5 in
Widest and Highest Cabin in class

Equivalent to 787 IATA-recommended maximum size bag
(25 x 45 x 56 cm (9.8 x 17.7 x 22.0 in))
* Passenger Scale 74 in (1.88 m) (US Male 97.5 %ile)

Engine
PW1000G Core Tests Completed
Over 260 test hours completed
Key Accomplishments
Component performance and operability met
performance expectations
Dynamics Survey
Performance / Mapping & Optimization
Low Power Operability:
Stall Mapping
High Power Operability:
Surge & Distortion
Squeeze Test / HPT Performance
Core Performance Met All Requirements

Engine
Step Change in Efficiency
Conventional Turbofan PurePower PW1000G Engine

Ultra-efficient,
Fan speed constrained by LPC & LPT Light-weight, LPC & LPT
low pressure spool speed constrained by fan Low-speed fan speed optimized
bypass airflow
bypass airflow
Gear
bypass airflow
bypass airflow
Incremental Improvement Step Change Improvement
LPC : Low Pressure Compressor

LPT : Low Pressure Turbine

Interior
Flexible Interior Arrangement
Flexible interior arrangement
Shorter TAT
MRJ90
No Over Wing Exit: Two AFT doors:
Maximum flexibility TAT reduction
Service Service
for seat arrangement
Flexible Seat Arrangement
Entrance
Entrance
/Service
RJ B
Over Wing Exit
Service No AFT door
Little Flexible Seat Arrangement Little Flexible Seat Arrangement
Entrance
Over Wing Exit

Performance
Payload-Range Capability - MRJ90
lb kg
12,000
MZFW:36,150kg / 79,700lb
24,000
10,000
Payload=92PAX x 102kg
20,000
8,000
16,000
Payload
6,000
12,000
4,000
8,000
4,000 2,000
0 0
0 500 1,000 1,500 2,000 2,500 3,000
Range (nm)
ISA, No Wind, LRC, Alternate 200nm

Overhead Bin Comparison
MRJ O/H bin accommodates maximum-sized carry-on bags allowed by airlines.
MRJ can accommodate IATA-recommended

maximum size bag
Allowable Size (cm)

MRJ RJ A/B RJ D/E
H W L
IATA recommendation 25 45 56
23 35 56
23 36 56
25 43 61
25 35 55
20 40 55

Cargo Compartment
Cargo Compartment - Comparison
MRJ utility beyond what current RJs can offer:

- Higher workability
- Large cargo door
RJ E MRJ90 RJ B
Uncommonly inaccessible
Non stand-up cargo compartment Stand-up cargo compartment
cargo door
85in
Workability
* Person Scale 74 in (1.88 m) (US Male 97.5 %ile)
Large cargo door

All cargo doors of insufficient size RJ B cargo door has dead space
Sufficient space around door
43.3in 43.0in
Cargo Door 39.4in Dead space
35.4in 33in
43.3in

ATA23 Communications
Communication System consists of subsystems such as VHF

Communication System, Audio IntegratingCockpit Voice Recorderand
Integrated Automatic Tuning.
Solid state-type CVR recorder with a minimum recording time of 2hr.
Major equipment is supplied by Rockwell Collins and is mostly TSO-
approved.
VHF COMM VHF COMM Indicating VHF COMM VHF COMM

8.33 kHz 25 kHz /Recording 25 kHz 8.33 kHz
Replace Systems Replace
RIU RIU
Cabin Systems
ACP -L ACP -R
ACP -3rd
CVR
ACARS Navigation
(VHF -3rd) Systems
SATCOM
Data link Baseline System
Option System
ARINC429 Navigation Other Systems
Others Systems

ATA34 Navigation
Navigation system includes the following subsystems:
flight environment data (ex: air data system)
attitude and direction (ex: attitude heading reference system)
landing and taxing aids (ex: radio altimeter)
independent position determination (ex: terrain awareness and warning system)
dependent position determination (ex: VHF navigation system)
flight management computing (flight management system)
System has Cat II, RNP(0.3) and Baro V-NAV capability.
Major equipment is supplied by Rockwell Collins and TSO-approved.
TURB, Multi Scan WXR

Pre-Detective W/S
Sensors ADC ADC Sensors

Replace Replace
IRS AHRS IPC-L IPC-R AHRS IRS
TAWS
GPS (SBAS) 2nd GPS(SBAS)
FMS 2nd FMS
VOR/ILS/MB VOR/ILS/MB
(Application) (Application)
DME Indicating/Recording 2nd DME
Systems TSS
ADS-B Out Mode S TDR (TCAS/TDR) ADS-B Out
RAD ALT 2nd RAD ALT Baseline System

SFIS Option System
ARINC429 Communication Communication
Systems Integrated Display System Systems Other Systems
Others

Contents
Key Features
Avionics System
CNS systems
Program Status

MRJ CNS System Concept
Communication Navigation and Surveillance (CNS) systems are strongly

desired to adopt next generation CNS/ATM technologies for regional jet
operations because these technologies enhance efficiency and safety of
flight.
On the other hand, CNS systems have to integrate so many equipments
from legacy radios to advanced technology components. All components
are equally high reliablity and oprability.
Our CNS system are highly integrated based on new ProLine Fusion system
However, each CNS components are carefully selected matured and well
field-proven components for guaranteed safety of flight.

Future Basic CNS/ATM Environment
Communication
Data link communication
CPDLC*
Broadband communication
Swift Broadband SATCOM*
Navigation
Performance Based Navigation (PBN)
RNAV & RNP (greater than 0.3)
WAAS (SBAS) navigation
LPV
Surveillance
Improvement air traffic flow and safety of flight
ADS-B out* *Option
CNS systems consist of Baseline and Option subsystems, defined as:

Baseline: Regulation-mandated systems, or equipment that is required
by the such systems.
Option: Systems required for specific operations and/or market-
unique requirements.

CNS Options (1/3)
Communication System
Items Descriptions
VHF For European specifications, baseline 25kHz spacing VHF transceivers
Communications can replace 8.33kHz versions.
(8.33kHz Spacing)
ACARS For VHF data link capability, 3rd VHF transceiver, antenna and printer
are added and Radio Interface Unit is replaced by data link type RIU.
The data link function provides VDL Mode A and Mode 2 capability.
Data link capability requires subscribing to a data link service provider.
(ACARS: Aircraft Communication Addressing and Reporting System)
CPDLC (ATN) CPDLC software is added for 2-way data communication between pilot
and ATC. Current CPDLC is not applicable for FANS.
CPDLC requires 3rd VHF Comm/Data link (ACARS) option.
(CPDLC: Controller Pilot Data Link Communications)
SATCOM with Swift For Satellite Communication capability, SATCOM transceiver,
Broadband Diplexer/Low Noise Amplifier, High Speed Transceiver and High Gain
Antenna are added.
It is possible to use ACARS and CPDLC data link in combination with
ACARS and IRS options. Extended overwater communications require
HF or SATCOM communication system.

CNS Options (2/3)
Navigation and Surveillance System
Items Descriptions
IRS: For high accuracy and stability of attitude, heading and position data,
two baseline AHRS are replaced by two IRS.
Inertial Reference AHRS complies with MRJ basic operations. Moreover, IRS enhances
System the following capabilities:
(replaces AHRS) High accuracy navigation (HUD, RNAV10, VNAV, etc.)
SATCOM
Mode S Baseline transponder is replaced by transponder capable of
Transponder transmitting ADS-B data. ADS-B continuously broadcast messages
with ADS-B out including aircraft position, heading and velocity etc.
function (ADS-B: Automatic Dependence Surveillance - Broadcast)
Weather Radar For Predictive Winds Shear capability, baseline WXR
System receiver/transmitter antenna is replaced by MultiScan/FLW Weather
with Predictive Radar.
Winds Shear Predictive winds shear function provides appropriate visual and aural
cautions, warnings and messages to the flight crew before the wind
shear becomes an immediate threat to the aircraft.
(WXR: Weather Radar, FLW: Forward Looking Wind Shear Radar)

CNS Options (3/3)
Items Descriptions
FMS: For reliability improvement of FMS, Common Computing Module,
2ndFlight Management 2nd FMS software, 2nd GPS receiver, 2nd GPS antenna, 2nd DME
System Transceiver and 2nd DME antenna are added.
with GPS and DME Cross-talk buses synchronize flight plan changes between the FMS
systems. Sensor data is independently provided to each FMS.
HUD: For Improved Situational Awareness and Category II approach
Head Up Display capability, Overhead Unit (OHU), Combiner and HUD Graphics Card
System are added, and necessary to replace two AHRS with two IRS.
HUD is a flight information display system that presents information
as a collimated image that is focused at optical infinity so that the
pilot can simultaneously focus on the HUD image and outside the
aircraft.

SBAS (Satellite-Based Augmentation System)
SBAS (WAAS) improves position accuracy and availability. Its geostationary satellites
provide aircraft augmentation information which is processed with differential correction
and determines integrity using GPS frequencies.
MRJ designed to operate with signals from any SBAS developed to RTCA DO-229( ).
MRJ installed with GPS receiver and antenna which has the capability for three (3) types
of SBAS (WAAS in US, MSAS in Japan, EGNOS in Europe).
US Japan EU
SBAS WAAS MSAS* EGNOS**
Core system GPS GPS Galileo
SBAS
Augmentation INMARSAT MTSAT INMARSAT
Satellite
Copyright: MLIT
* SBAS approach by MTSAT is under development
in Japan.
** Galileo is under development and EU plans to
begin system operations after 2014.

SBAS (Satellite-Based Augmentation System)
GPS receiver available for enrooted, terminal, and ocean RNAV and RNP operations.
However, greater accuracy and integrity is required for approach phases.
SBAS (WAAS) enhances and ensures GPS signal integrity to support ICAO/FAA
Required Navigation Performance (RNP) criteria.
MRJ has SBAS (WAAS) capability sufficient for RNP Approach, with Baro-VNAV
(greater than 0.3) and Localizer Performance with Vertical guidance (LPV) approach
as Cat I. RNP SAAAR is one of potential growth features for the MRJ.
LPV approved by FAA in 2003. Approximately 500 US airports per year are adding LPV.
LPV not necessary for costly ground infrastructure (ILS, MLS, etc.) and is much more
appropriate for regional jet operations.
WAAS
(LPV)
http://www.oosa.unvienna.org/pdf/icg/2008/expert/2-6b.pdf
(Wide Area Augmentation System (WAAS) July 15, 2008, FAA)

MRJ Capability for Future CNS/ATM
MRJ
Communication CPDLC (ATN) (option)
RNAV 10 (option)
RNP 4 (under development for FANS)2
RNAV 5
RNAV 2
RNP 2
RNAV1
Navigation RNAV 1
Basic-RNP 1
RNP APCH
RNP AR APCH (under development)
SBAS (inc. LPV)
GBAS (GLS) ---
Surveillance ADS-B out (option)
Notes: 1Based on FAA AC90-105, RTCA DO-128B, DO-236B
2CPDLC applicable for ATN, but not FANS.

Company Profile
Mitsubishi Aircraft Corporation
Head Office (Nagoya)
Tokyo Office
US Office (Addison/Dallas, Texas)

Company Profile
Business Structure & Investors
Development Bank of Japan
36% 64%
Capital : 100 billion ($1.0billion)
Invest
Sales
Manufacturing
Customer Aircraft Delivery
Customer Support Order
1. Manufacturing
1. Design 2. Testing
2. Procurement 3. Final assembly
3. Sales
4. Customer support

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MRJ Features and Navigation Perspective

February 19, 2013

Information in this report is PROPRIETARY to

MITSUBISHI AIRCRAFT CORP. PROPRIETARY NAM02295 -2-

MITSUBISHI AIRCRAFT CORP. PROPRIETARY NAM02295 -3-

MRJ90STD MRJ90ER MRJ90LR

Passengers 92 (Typical single class)

Cargo compartments m3 (ft3) 18.2 (644)

Engine PurePower PW1217G Engine

Thrust kN (lb) 78.2 (17,600) x 2

Maximum operating mach number M 0.78 M 0.78 M 0.78

NOT include Unusable Fuel

MITSUBISHI AIRCRAFT CORP. PROPRIETARY NAM02295 -5-

MRJ70 New York

ISA, 85% Annual Wind, LRC @37,000ft, Alternate 200nm

MITSUBISHI AIRCRAFT CORP. PROPRIETARY NAM02295 -6-

MITSUBISHI AIRCRAFT CORP. PROPRIETARY NAM02295 -7-

MITSUBISHI AIRCRAFT CORP. PROPRIETARY NAM02295 -8-

Engine PurePower PW1000G Structure

Aerodynamics Advanced CFD Design Systems FBW Technology

MITSUBISHI AIRCRAFT CORP. PROPRIETARY NAM02295 -9-

MITSUBISHI AIRCRAFT CORP. PROPRIETARY NAM02295 - 10 -

Quietest in its class

MITSUBISHI AIRCRAFT CORP. PROPRIETARY NAM02295 - 11 -

Flight Path Flight Path

* Mitsubishi Aircraft Estimation at Schiphol Airport (AMS)

MITSUBISHI AIRCRAFT CORP. PROPRIETARY NAM02295 - 12 -

Greenest in class & meeting future environmental requirements

ICAO CAEP/6 Requirements

80% 50% 70% 85% 75%

MITSUBISHI AIRCRAFT CORP. PROPRIETARY NAM02295 - 13 -

*Mitsubishi Aircraft estimation, 500nm Trip, 2,200 cycle/year

MITSUBISHI AIRCRAFT CORP. PROPRIETARY NAM02295 - 14 -

MITSUBISHI AIRCRAFT CORP. PROPRIETARY NAM02295 - 15 -

Block Fuel / Seat MRJ70

-10% 0% 10% 20% 30% 40% 50%

MITSUBISHI AIRCRAFT CORP. PROPRIETARY NAM02295 - 16 -

MITSUBISHI AIRCRAFT CORP. PROPRIETARY NAM02295 - 17 -

MITSUBISHI AIRCRAFT CORP. PROPRIETARY NAM02295 - 18 -

Arm clearance to side wall Shoulder clearance to side wall

MITSUBISHI AIRCRAFT CORP. PROPRIETARY NAM02295 - 19 -

*Bag size (cm): 79Lx 53Wx 28H

MITSUBISHI AIRCRAFT CORP. PROPRIETARY NAM02295 - 20 -

MITSUBISHI AIRCRAFT CORP. PROPRIETARY NAM02295 - 21 -

Introduction of new aircraft is better solution than

MITSUBISHI AIRCRAFT CORP. PROPRIETARY

MRJ ATN Baseline 1 (Continental)

Japan FANS 1/A (ACARS, Oceanic) FANS 1/A (Continental)

FANS 1/A (ACARS, Oceanic) FANS 1/A+ (VDL mode 2, Continental)

AC 20-140A AC 120-70B AC 20-140B & AC 120-70C

ATN Baseline 1 (Continental)

Europe AMC 20-11 Forward Fit Special Condition on Retro Fit

MITSUBISHI AIRCRAFT CORP. PROPRIETARY NAM02295 - 23 -

MRJ SBAS LPV

Before 2008: RNP10/RNAV5/RNAV2&1

SBAS LPV? GBAS?

Before 2008: RNP10/RNP4/RNAV2&1/RNP AR

RNP APCH/Basic-RNP1 Trajectory Operations

Before 2008: RNP10/B-RNAV/P-RNAV

RNP AR/RNP APCH

MITSUBISHI AIRCRAFT CORP. PROPRIETARY NAM02295 - 24 -

Permission Standard and Check Procedure AC 20-130A*

- RNAV 10 (RNP 10) - Appendix 1 Order 8400.12B EASA AMC 20-12

- RNAV 5 (B-RNAV) - Appendix 2 AC 90-96A EASA AMC 20-4